Stabilizer



Jan. 12, 1937. J. D. MADDEN 2,067,640

STABILIZER Filed Jan. 28, 1933 2 Sheets-Sheet 1 ATTORNEYS.

Jan. 12, 1937. D. MADDEN STABILIZER Filed Jan. 28, 1933 2 Sheets-Sheet 2 ".F"1E E INVENTOR Joie/0b Mada/@f7 BY ATToRNEYs meer Jan. 12, i937 iJNiTED STATES PATENT oFFicE 1 Claim.

My invention relates to means for resisting unwarranted movement between two relatively movable bodies and is especially concerned with means applicable to automsotive vehicles for arresting and inhibiting undesired movement thereof.

An object of my invention is to provide a stabilizer for damping or precluding side-sway of a vehicle, particularly when the vehicle is rounding curves;

Another object of my invention is to provide a means for preventing tipping or side-.sway of a vehicle for both directions of turning of the vehicle. Another object of my invention is to provide a stabilizing mechanism which requires but little change of existing equipment or which can easily be adapted to present-day vehicles.

Another object of my invention is to provide astabilizer which is increasingly effective as the forces which produce the undesired movement increase.

The foregoing and other objects are attained in the embodiments of the invention shown in the drawings, in which- Figure 1 is a plan of a vehicle equipped with the stabilizer of my invention, the showing being semi-diagrammatic.

Figure 2 is a cross-section on a central, horizontal plane of one of the stabilizing mechanisms of my invention shown in Figure 1.

Figure 3 is a cross-section of a modied form of stabilizer mechanism.`

Figure 4 is a diagrammatic showing of a vehicle in plan with a modified form of the stabilizer of my invention applied thereto.

Figure. 5 is a cross section on a longitudinal vertical plane of the stabilizing mechanism of Figure 2.

Figure 6 is a cross section on a transverse vertical plane of the stabilizing mechanism of Figure 2.

In its preferred form the stabilizer of my invention comprises a connection between relatively moving portions of a mechanism such as a vehicle, the connection including a means responsive to forces which ordinarily produce a sidesway or tipping of the mechanism, for interposing a resistance to tipping forces which produce the side-sway.

In the form of my invention particularly disclosed' in Figures 1 and 2, there is provided a standard vehicle frame 6 having side members 1 and 8 which are supported movably with respect to a front axle 9 having ground-engaging wheels II and I2 at opposite extremities thereof,

and supported on a rear axle I3 having groundengaging wheels I4 and. I6 at the extremities thereof. 'Ihe wheels II and I2 are preferably dirigible in accordance withcustomary practice and the wheels I4 and I6 are preferably driven by 5 means of a drive mechanism enclosed in a housing I7 and extending from a source of power, not shown. In the operation of the vehicle over a roadway, and due to surface irregularities but promarily due to variations in direction from a 10 straight course, the frame 6 tends to be tipped or canted with regard to the axles 9 and' I3. 'I'he forces involved act transversely of the frame 6, in general, and tend to cause the frame side member on the outside of the curve to approach 15 the axles 9 and I3 and the frame side member on the inside of the curve to recede from the axlas 9 and I3. Y

In accordance with my invention therefore. I

provide stabilizing mechanisms, generally desig- 20 nated I9, at appropriate points of the frame 6. Each of the stabilizing mechanisms is provided with a central shaft 2I which is rotatable in a liquid-tight casing 22 fastened to the adjacentA side member 'I or 8. At its extremity the shaft 25 2| is provided with an arm 23 extending to a connection or articulation 24 joining the arm to the adjacent axle 9 or I3. Since the casing 22 is fastened to the frame 6, and since the arm 23 is connected to an adjacent axle, relative movement 30 between the frame and axle is productive of movement of the arm 23 and correspondingly of a proportional rotation of the 'shaft 2|.

As shown in Figure 2, the casing 22 is preferably provided with a generally cylindrical bore 35 or chamber 26 within which the piston 2'I is adapted to reciprocate. The piston is preferably recessed as at 28 to provide a pair of opposing faces 29 and 3| against which a partially spherical head 32 abuts. The head is mounted at 40 the extremity of an arm 33 extending radially from the shaft 2 I, so that upon rotation or movement of the shaft 2l the head 32 moves generally longitudinally of the. chamber 26 and in a slight arc. The head being in contact with the piston 45 21 causes the piston to reciprocate in the chamber 26 in accordance with the movement of the shaft 2 I. Preferably the chamber 26 is lled with liquid or comparable fluid customary for use in shockabsorbers, and I preferably provide a path for 50 establishing a more or less restricted communi.- cation between opposite sides of the chamber 26 or ends of the piston 2'I. For this reason the casing'22 is fonned with a passage 36 so that movement of the piston 2'I in either direction causes 55 in order to inhibit the movement of the piston in the chamber 26 and, correspondingly. the relative movement between the associated frame side member and the axle in accordance with a` deleterious displacing force. To this end thecasing 22 is provided with a transverse bore the axis of which is substantially vertical and within which is seateda plug cock 31 having a diametral passage 36 therethrough adapted in one position of the cock to register with the passage36 and in successive positions to increase the restriction through the passage 36 vand finally to block flow therethrough entirely. `The plug cock 31 forms the rotary axle of an arm 39 extending horizontally and exteriorly of the casing and terminating in a ball 4I or other convenient mass.

As particularly disclosed in Figure 1, preferably the ball 4I is situated in longitudinal :alignment with the axis ofthe plug cock 31 during normal forward and rearward progress of the vehicle and is normally maintained in such position by a spring 42. When the vehicle deviates in either direction from a straight course, there is eii'ective upon the mass 4I a transverse component tending to cause the mass to follow with the main frame 6 ofthe vehicle. However, the mass of the ball 4I is such that the ball tends to remain in its original course while the vehicle as a whole deviates therefrom. This in effect causes a rotation of the plug cock 31 and restricts ilow through the passage 36, thereby damping the movement of the piston 21. In the event the passage 36 is closed entirely', the piston 21 is held virtually Vimmovable in the chamber 26 and the arm 23 and its connection 24 to the axle precludes any sensible movement between the axle and the associated frame side-member. Since the mass 4I is normally in an intermediate posi- -V the axle to preclude tipping or side-sway of theframe with respect to thev axle. As shown in Figure 1, I preferably provide one of the stabilizers I9 adjacent each of the wheels of the vehicle. in order that the stabilizers can be relatively small and still be completely effective and so that the stabilizers adjacent the outside of the curve tend to prevent the frame side members from approaching the axles 9 and I3, while the stabilizers adjacent the inside of the curve tend to prevent the frame side members from receding.

from the axles 9 and I3.

In Figure 3, I disclose a modified arrangement in which there is no necessity for an external mass 4I and which can be applied to'a standard shock-absorber of the hydraulic type. such as are now provided for automobile equipment. In this form of the device, a casing 46 is adapted to be bolted to the vehicle frame and includes a cylindrical chamber 41. Within the cylinder there is adapted to reciprocate a piston 46 which is actuated by a 'partially spherical head 49 mounted at the end of a radial arm 6I secured to a Shaft 52 passing out through the casing and packed bya stuiiing gland 63. The shaft 62 is connected by an arm, not shown, but similar to the arm 23. to the axle of the vehicle. l Opposite ends of the chamber 41 are placed in communication through a passage 64 in which there is avariable restriction 66. The restriction comprises an orifice 61 in which is adapted to operate a needle valve 66 provided on 'a threaded stem 66 engaging the casing 46. A removable plug 6I affords access to the stem 66 for purposes of adjustment.

In parallel with the .oriiice 61 isa comparable oriilce 62 leading into'a passage 66 communicating with a chamber 64. A duct 66 joins the passage 64 and the chamber 64, so that uid flowing through from the chamber 41 through the oriilce 62 and the passage 63 into the chamber 64 can also flow through the duct 66 and thepassage 64 into the othervend of the chamber 41. To govern ow through the oriilce 62 I preferably provide a needle 66 on which there is mounted a weight66. While this valve is of the unbalanced type, I can utilize a balanced valve such as is shown in Figure 2. 'I'he weight or mass 66 is provided with a projection 1I which in etect is a continuation of the valve stem 66 and is guided in the cap 6 I The weight 69 is in abutment with a coil spring 12 interposed between the weight 69 and the wall oi.' the casing 46.

, In the operation of this form of the device,

when the vehicle is proceeding in a straight path the piston 46 reciprocates in the chamber 41 and liquid contained in the casing 46 is transferred from one end of the chamber 41 to the other,

through Vthe passage 64 and through both of the orifices 62 and 61, so that the`adjustment 66 is effective to control the normal functioning of the' device as a damping shock-absorber. .When the vehicle deviates from itsnormal, straight course. the weight 66 is acted upon and if it is urged t0 move toward the leftin Figure 3 such urgency abutment with the cap 6I'. However, in the event the urgency is in the opposite direction, or toward the right, the weight 66 tends to move toward the right in .Figure 3 against the resistance of the spring 12 and to close the orice 62, there- 4is not effective inasmuch as the weight is in' by causing greater resistance to movement of the piston 46 and opposing the unbalancing force tending to tip the frame of the car with regard to the axle. With this form of the device I preferably install stabilizers Asuch as shown in Figure 3 on opposite sides of the frame as indicated in Figure 1 and with reverse symmetry. That is, the weight 69 in the left-hand stabilizer, for instance, is ineffective when the car turns a corner A to the left but` is effective when the car turns a corner to the right, and, oppositely, the stabilizer on the right-hand side of the vehicle lis ineffective when the car turns to the right but is, however, effective when the car turns to the left.

As a further modified form of this invention, I have illustrated in Figure 4 a vehicle having a frame 66 supported on ground-engaging wheels- 61 through the medium ofuaxles 66 and interposed springs, not shown, in the customary fash- 1 ion. Adjacent each wheel 61 there is provided a stabilizing device 69 connected to the frame 66 at 92 on the frame 86. 'I'he connection between the plug cocks and the plate 9| is preferably by a diagrammatically illustrated linkage 93 which can include short levers on the plug valves 31 so that movement of the plate 9| simultaneously is effective to operate .all of the plug cocks 31.

In order to move the plate 9| I preferably affix thereto 'an extension 95 which is provided with a weight or mass 94, so that upon deviation of the frame 86 from a given course the weight 94 responds to the deviation and through the links 93 actuates the restrictions in the stabilizers 89, thereby affording increased resistance to the disturbing force. If desired, the weight 94 can be provided with an extension 96 interposed between a pair of oppositely arranged coil springs 91 and 98, respectively, which are provided in a mounting 99 aixed to the frame and having therein adjusting screws and |02, respectively. The springs 91 and 98 can be variously adjusted to interpose more resistance in one direction than the other, or can be adjusted equivalent amounts to provide a damping action on the movement of the mass 94. If desired, of course, the Weight 94 can be located adjacent to the driver of the vehicle so as to be subject to manual operation,

and, furthermore, the adjustments |0| and |82 can likewise be placed in a location convenient to the driver for adjustment during the travel of the vehicle.

In all forms of the device of my invention disclosed herein, there is provided a means automatically responsive to a disturbing force arising when the vehicle deviates from its normal course, to interpose a suiicient resistance between the frame and the ground-engaging wheels of the vehicle to reduce or preclude tipping'of the frame with respect to the axles or ground-engaging wheels of the vehicle.

I claim:

A vehicle stabilizer comprising a hydraulic device adapted to be installed on a. vehicle, said devicehaving therein a passage for hydraulic ow, a weight located entirely within said passage and adapted to move in response to deviations of said vehicle from a straight path for restricting said passage, and 'a spring disposed within said passage for resisting movement of said weight.

JOSEPH D. MADDEN. 

